For a few tense minutes, an unidentified plane flying inside Washington’s no-fly zone comes close to being shot down by the military. The plane, a Beechcraft King Air, is carrying Governor Ernie Fletcher (R-KY), who is coming to attend the funeral of former president Ronald Reagan. The plane’s transponder is broken, but the pilot notified the Federal Aviation Administration (FAA) of the problem earlier in the flight. However, the FAA failed to inform the military, which was therefore unable to identify the plane. In addition to the lack of transponder identification, the plane is flying deep inside the no-fly zone around the White House. The Capitol is evacuated at around 4:30 p.m., when thousands are awaiting the arrival of President Reagan’s coffin. An F-16 is scrambled to identify the plane but is unable to do so because of cloud cover. NORAD’s commander, General Ralph Eberhart, is asked if the plane should be shot down. Fortunately, the pilot turns toward National Airport at this time, ending the crisis. [Courier-Journal (Louisville, KY), 7/4/2004; USA Today, 7/4/2004; Washington Post, 7/8/2004] A new mobile radar command post, called the Joint-Based Expeditionary Connectivity Center (JBECC), which merges civil and military radar data and which was deployed in the Washington area immediately after 9/11 (see September 12, 2001), is used by the military to identify the plane and avoid a shoot-down. [Associated Press, 11/29/2004]
Shortly before July 22, 2004: 9/11 Commission Debates Referring Military and Aviation Officials to Justice Department for Criminal Investigation
Towards the end of its tenure, the ten members of the 9/11 Commission secretly meet to discuss whether military and aviation officials deliberately misled them and the public. For over two years following 9/11, NORAD and the FAA had given information in testimony and media appearances later found to be incorrect. Authorities claimed that America’s air defenses reacted quickly on 9/11, with fighters launched in response to the last two hijackings and ready to shoot down Flight 93 if it threatened Washington, DC. Yet audiotapes from the FAA and NORAD obtained by the commission under subpoena showed that the military never had any of the hijacked airliners in its sights and only became aware of Flight 93 after it crashed. John Farmer, a senior counsel to the commission, says the military’s original story was “a whole different order of magnitude than spin. It simply wasn’t true.” The commissioners debate whether to refer the matter to the Justice Department for criminal investigation, but as a compromise they instead refer it to the inspectors general for the Pentagon and the Transportation Department (which includes the FAA). The Pentagon inspector general’s office will issue a secret report to Congress in May 2005, blaming the inaccuracies partly on “inadequate forensic capabilities,” including poor log keeping at the military air traffic control centers (see May 27, 2005). However, Farmer and other commission staff will later point out that the military had already reviewed the NORAD audiotapes before its officials gave their inaccurate testimonies. The 9/11 Commission’s concerns over whether it was deliberately misled will only come to light in news reports in August 2006. Thomas Kean, its former chairman, will say, “We to this day don’t know why NORAD told us what they told us. It was just so far from the truth.” [Vanity Fair, 8/1/2006; Washington Post, 8/2/2006; New York Times, 8/5/2006] The Transportation Department’s inspector general’s office will issue its report in response to the commission’s referral in September 2006 (see September 1, 2006).
July 30, 2004: Senator Mark Dayton Says NORAD and FAA Lied about 9/11 Failures
Senator Mark Dayton (D-MN) charges that NORAD and the FAA have covered up “catastrophic failures” that left the nation vulnerable during the 9/11 hijackings. He says, “For almost three years now, NORAD officials and FAA officials have been able to hide their critical failures that left this country defenseless during two of the worst hours in our history.” He notes major discrepancies between various accounts and chronologies given by officials. He says NORAD officials “lied to the American people, they lied to Congress and they lied to your 9/11 Commission to create a false impression of competence, communication and protection of the American people.” He calls the FAA’s and NORAD’s failures “the most gross incompetence and dereliction of responsibility and negligence that I’ve ever, under those extreme circumstances, witnessed in the public sector.” He says that he grew upset about these failures after staying up late and reading the 9/11 Commission’s final report. [Star-Tribune (Minneapolis), 7/30/2004]
2005: Two Planes Hijacked on 9/11 Are Still Listed as ‘Active’
Two of the aircraft that were hijacked and destroyed in the 9/11 attacks are still listed in the Federal Aviation Administration’s aircraft registry as “active” four years after the attacks occurred. This information will only come to light in 2017, when the Boston Globe reports it following a 12-month investigation of FAA practices. The Globe will not state which of the four aircraft that were hijacked on September 11, 2001, are still listed as active this year. [Boston Globe, 9/23/2017; CBS News, 9/25/2017] Registered aircraft are identified by a registration number, also known as the “N-number,” which always begins with the letter N and is displayed on the aircraft’s tail or fuselage. [CNN, 12/10/2010; Boston Globe, 9/23/2017]
February 10, 2005: Censored Version of Critical 9/11 Report Completed Before Presidential Elections Is Finally Released
A report by the 9/11 Commission on the FAA and 9/11 is publicly released. The fact that the report reveals nearly half of all FAA daily briefings between April and early September 2001 mentioned al-Qaeda, bin Laden, or both causes headlines (see April 1, 2001-September 10, 2001). However, the report was actually completed in August 2004 but was held up by the Bush administration. Some speculate that the publication of the report was delayed until after the November 2004 presidential election to help Bush get reelected. For instance, 9/11 victim’s relative Carol Ashley states, “I’m just appalled that this was withheld for five months. That contributes to the idea that the government knew something and didn’t act, it contributes to the conspiracy theories out there.” Representative Henry Waxman (D-CA) asks for a hearing on whether the Bush administration played politics with the report’s release, but the Republican-controlled House of Representatives does not allow such a hearing. [Associated Press, 2/11/2005] Additionally, the released version of this report is heavily censored in some areas. The 9/11 Commission asserts that the whole report should be released, but the Bush administration is blocking their efforts to release the censored portions. Politicians, 9/11 victims’ relatives, open-government advocates, and others call for the release of the entire report, but to no avail. [New York Times, 2/11/2005]
September 13, 2005: Revised Version of 9/11’s Commission’s FAA Report Released; Some Material Still Blacked Out
A new version of a report by the 9/11 Commission on the FAA and 9/11, which was completed in August 2004, is publicly released. A heavily censored version of the same report came out in February 2005 (see February 10, 2005). Commission members complained that the deleted material included information crucial to understanding what went wrong on 9/11. The newly released version restores dozens of portions of the report, but numerous references to shortcomings in aviation security remain blacked out. Thomas Kean and Lee Hamilton, the former heads of the 9/11 Commission, state: “While we still believe that the entire document could be made available to the public without damaging national security, we welcome this step forward.” Commission officials say they were perplexed by the White House’s original attempts to black out material that they considered trivial or mundane.
[Associated Press, 9/13/2005; New York Times, 9/14/2005]
March 22, 2006: Increased Airport Security May Have Thwarted 9/11 if Moussaoui Confessed
During the trial of Zacarias Moussaoui (see also March 6-May 4, 2006), the prosecution claims that if Zacarias Moussaoui had not lied when arrested and questioned (see August 16, 2001) and had provided information about the plot (see August 16, 2001), the FAA could have altered its security procedures to deal with the suicide hijacker threat. Prosecution witness Robert Cammaroto, an aviation security officer, says that security measures in effect before 9/11 were designed to cope with different types of threats, such as “the homesick Cuban,” rather than suicide hijackings. He says that if the FAA had more information about Moussaoui, its three dozen air marshals could have been moved from international to domestic flights, security checkpoints could have been tightened to detect short knives like the ones Moussaoui had, and flight crews could have been instructed to resist rather than cooperate with hijackers. Most of these steps could have been implemented within a matter of hours. However, Cammarato admits that the FAA was aware before 9/11 that terrorists considered flying a plane into the Eiffel Tower and that al-Qaeda has performed suicide operations on land and sea. [Associated Press, 3/22/2006]
September 1, 2006: FAA Cleared of Misleading the 9/11 Commission
The Transportation Department’s inspector general issues a report clearing FAA executives of deliberately misleading the 9/11 Commission. The commission had been frustrated over inaccurate statements made by the FAA and NORAD, and referred the matter to the relevant inspectors general (see Shortly before July 22, 2004). [Associated Press, 9/1/2006] Military and civil aviation officials had initially portrayed their responses on 9/11 as fast and efficient. Yet according to evidence found by the commission, the military never had any of the hijacked aircraft in its sights. [Washington Post, 9/2/2006] Among other things, the FAA claimed that an Air Force liaison had joined its teleconference and established contact with NORAD immediately after the first WTC tower was hit. According to the inspector general’s report though, this liaison only joined the teleconference after the Pentagon was struck at 9:37 a.m. [US Department of Transportation, 8/31/2006 
; Associated Press, 9/1/2006] The report says the inspector general’s office found no evidence that FAA executives deliberately made false statements or purposely omitted accurate information from any statements, regarding their notifications about the hijackings to the military on 9/11. It blames their incorrect statements on innocent mistakes, such as an erroneous entry in an early FAA timeline and a false assumption that others would correct the record. However, it recommends that the FAA “consider appropriate administrative action” against two unnamed executives for their failure to correct false information provided to the 9/11 Commission. [US Department of Transportation, 8/31/2006 ; New York Times, 9/2/2006; Washington Post, 9/2/2006]
